Speed-regulator for explosive-engines.



` .y Patented Apr. 22,1902. g. w. LAMBERT. SPEED REGULATOR FOR EXPLOSVEENGiNES.

l (Application med nm 27, 190m l (No Model.) v v 2 Sheets'fsheet I.

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- J. w. LAMBERT. E

SPEED REGULATOR FUR EXPLUSIVE ENGINES.

(Application led June 27, 1901.)

2 Sheets-Sheet 2.

(No Model.)

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UNITEDN STATES PATENT OFFICE.

.IOIIN w. LAMBERT, OE ANDERSON, INDIANA, AssIeNoR 'ro THE BUCKEYEMANUFACTURING COMPANY,- oE ANDERSON, INDIANA.

sPEEDmEcuLATOR FOR ExPLOslvE-ENGINES."

SPECSIFICATION forming part of `Ietftes Patent No. 698,4OLdatedApr122,1902. Application filed June 27, 1901.l Serial No. 66,232. (No model.)

.To all whom it mja/y conlcern: l

Be it known that I, JOHN W. LAMBERT, a citizen ofthe United States ofAmerica, and a resident of 4 Anderson, county of Madison, 5 State ofIndiana, have invented certain new and usefullmprovements inSparkingDevices for Gas-Engines,of which the following is aspecitication, reference being had therein to the accompanying drawings,in whichr o Figure lis a vertical sectional view of a fourcycleexplosive-gas engine provided with my' invention; Fig. 2, a detail planview of the speed-regulating device;` Fig. 3, a vertical section of thesaine; Figs. 4., 5, 6, and 7, de-

x 5 tail views showing the mechanism in the various positions ofreceiving, sparking, ex-

. panding, and exhausting; and Fig. 8 a detail horizontal sectionthrough the sparker-chamber. Fig. 9 is agdetail sectionof Vthe buffer zoon the upper section of the valve-rod.

This invention Yhas reference to the class of explosive-gas enginesknown as four-cycle engines; and its special object is to simplify theigniting mechanism and render it wholly inoperative during the time theengineis running at abnormal speed,and theexhaustevalve is thereforeheld open by the governor mechanism, as more fully hereinafter setforth.

Referring to the drawings by letters, Ct des- 3o ignates a pinion onVthe main shaft, which meshes with a gear b, journaled on thecounter-shaft c, attached to the lower part of the engine-cylinder, theproportion between the pinion' andthe gear being one to two. At-

3 5 tached to the hub of gear b is a cam d, which is specially formed soas to notonly open the exhaust-valve, `but also operate the igniterdevices. Resting on the cam is an antifriction device,prefera`blyconsisting of a roller e,

4o which is journaledon a pin? carried on the lower end of thevertically-slidin g rod f,which is, in eect, a part of the exhaust-valverod and has its upper end guided in a bracket g, attached to theengine-cylinder. Directly in vertical alinement with this rod f is thedef pending end of the upper partf of the exhaast-valve rod, thisdepending end being provided with a spring-actuated buer-cap h, betweenwhich and the lower end of the ex- 5o haust-chamber is interposed aspringt, which keeps the exhaust-valve normally held to its seat.

Pivotally connected to the lower section f of the exhaust-valve rod is atrip-rodj, which extends upward and restsjloosely between the iianges ofa guide-roller 7a, journaled on a pin carried by the sparker-plate fm..The upper end of the trip-rod 7s is `bent laterally, for a purposehereinafter set forth.

The sparker-plate carries the usual station- 6o ary electrode mand amovable electrode,which vconsistsot a rock-shafto, extending into thesparkingchamber, and provided with the curved arm p, which is adapted tomake contact with the stationary electrode when said `3 5 `shafto isrocked. The outer end ofthe rockshaft ois provided with a rigidarm q,extending laterally from the shaft, and bearing against this `arm is aspring r, which tends to normallyseparate the contacts. vLoosely 7omounted on the shaft o is an arm s, which extends laterally Vin the samedirection as arm .gandinto the path of the upper end of thereciprocating trip-rod j. Between arm S and arm q is interposed a springwhich tends to separate said arms and to keep arm s normally pressedagainst a stop-pi11 u, fastened in the sparker-plate m at a pointbetween the guide-roller and the said arm s.

When the trip-rod j is raised, it engages the 8o end of arms and forcesit towardarm q. As

L soon as spring tis compressed sufficiently to `exert'a `greaterpressure than spring r said spring r will` yield and permit `the movablecontact to be pressed against the stationary contact.V Then as rod jcontinues to reciprocate it will be disengaged from Aarm s by its bentportion coming into contact with the guide-roller k, and the instant arms is freed from rod j both springs act and quickly sep- 9o arate thesparking-points and return arm s to its normal position against the stopu.

The cam d. is provided at almost diametrically opposite points withsparking and exhausting projections, lettered, respectively,

Aaand fw, so that the valve-rod and trip-rod will be reciprocated orraisedtwice with each revolution of the cam. The caxnrotates in thedirection of the arrows shownin Figs. 4.-,

5, 6, and 7 and, as shown, when the roller e Ico valve and the trip-rodis being elevated tov bring the contacts together. Then just as theroller passes over the. projection n the triprod is released and a sparkis produced; but.

the rodfisV not raised high enough by projection e to open theexhaust-valve, so that no exhaust can take place on that stroke. Thenwhile the engine'is on its working stroke the roller is approaching theenlargement w, and when the working stroke is finished the enlargement welevates rod f until it comes in contact with the buffer 7L and opensthe exhaust-valve and holds it open during .the entire exhaust-stroke ofthe piston. As will be seen, the exhaust-valve is directly below theinlet-valve, so that when it is raised it will come in contact with theinlet-valve and hold the same closed while the engine is exhausting.

The speed-regulating devices consist of a horizontal ring-like frame a',bolted to a lug Z9', formed ony the side of the cylinder just above theboss in which counter-shaft c is secured, the rodf working in a dovetailnotch formed in the outer edge of said frame a.

l Journaled in the frame ct is a short horizon- 5o f and holds the sameup O the cam.

tal shaftc, which extends across said frame and is provided at one end,outside of'the frame, with a pinion d', which meshes With gear b.Pivoted in a slot in the shaft c' are the arms Vof a pair ofgovernor-ballsfz, and slidingly mounted upon the shaft c' is a sleeveg', which is embraced by a bifurcated lever h', pivoted thereto bypivotal screws t. The lever 7L is pivoted at one end to frame a and atits other end it lies close to and at right angles to rodf. 'lhe freeend of the lever li isconnected to the cylinder of the engine by acoil-springj', which serves to keep the lever normally out of contactwith rodf and also to keep the sliding sleeve g' normally pressedagainst the arms of the governorballs. As will be observed, when thespeed of the engine increases beyond the normal the governor-balls willforce sleeve g' outward against the action of springj" until the leverhengages a notch or projection in rod In this position the exhaust-valvewill be held open and the suction will take place in through theexhaust-passage, the inlet-valve being kept closed. This suction throughthe exhaustvalve will continue with each exhaust-stroke of the pistonuntil the speed of the engine is reduced sufliciently to permit thegovernorarms Yto resume their normal position and the spring j towithdraw lever h from contact with rod f. Thus causing the suction andintake to occur through the exhaust-valve when the speed increasesbeyond normal effects a large saving of gas, as is obvious.

A very important feature of this engine lies in operating theexhaust-valve and the igniter devices from a single cam having oppositeprojections, one to operate the i gniter and the other to operate theexhaust-valve, the part of the cam brought into play to operate theigniter being lower than the valve-operating part, so that the igniterdevices will be tripped sufficiently in advance of the opening of theexhaust-valve to allow the engine to make its expanding or workingstroke. Another' feature ofimportance lies in so connecting the igniterto the valve-rod of the exhaust-valve that when the exhaust-valve isheld open during abnormal speed the trip-rod and other parts of theigniter will be wholly at rest, thereby saving in battery-current andalso in wear and tear on the parts.

The trip-rod j is normally held against guide 7o by a spring jg,connecting a lateral lug on its lower end to a stationary part of theengine-frame.

Having thus fully described my invention, what I claim, and desire toobtain by Letters Patent, is-

l. The combination with agas-engine, of a cam and means for rotating itfrom the engine-shaft, this cam having sparking and exhaustingenlargements respectively at opposite sides, an exhaust-valve and atwo-part rod for said valve, means for normally closing the valve, anantifriction device carried by one part of said rod and adapted to bearupon said cam and be operated thereby, igniter mechanism, and a trip-rodadapted to operate the same, said trip-rod being connected to the partof the valve-rod carrying the antifriction device, for the purposes setforth.

2. In combination with a gas-engine, a cam adapted to receive rotationtherefrom and to act both as a sparking and an exhausting cam havingsparking and exhausting enlargements respectively at opposite sides, thesparking enlargement being lower than the exhausting enlargement, anexhaust-valve having a two-part rod, one part being connected directlyto the valve and the other part being adapted to be operated by saidcam, igniter devices, and means for operating them by connectiondirectly with the camoperated part of the valve-rod, for the purposesset forth.

3. In combination with a gas-engine, a cam adapted to serve both as asparking and an exhausting cam having sparking and exhaustingenlargements respectively at opposite sides, means for rotating this camfrom the engine, an exhaust-valve having a two-part stem, one part beingconnected directly to the valve and the other part being operateddirectly by the cam, igniter mechanism and means for operating it byconnection with the cam-operated part of the valve-rod,andspeedregulating devices constructed and arranged to hold thecam-operated part of the valverod out of engagement with the cam, theeX- haust-valve olf its seat and the igniter mechanism out of operationupon abnormal speed.

4. In combination with a gas-engine, an igniter mechanism consisting ofa stationary electrode, a movable electrode consisting of IOO IIO

a rock-shaft, extending into the sparkingand thereby bring the contactstogether, and chamber and provided with a movable conmeans fordisengaging said trip-rod from said tact-arm, an arm rigidly attached tosaid shaft loose ar-m. on its outer end, a loose arm mounted on said Intestimony whereof Ihereunto aiix my 5 shaft adjacent to the rigid arm, aspring bearsignature, in the presence of two Witnesses, 15 ing againstsaid rigid arm and normally holdthis 17th day of June, 1901.

ing the contacts apart, a spring between said JOHN WV. LAMBERT. twoarms, a stop device engaging the loose Witnesses: Y arm, and a trip-rodadapted to engage the JAMES F. BOHN,

lo ioose arm and force it toward the rigid arm l E. W. LONGANECK-ER. r

